Transmission mechanism for automobiles.



E. M. HEYLMAN:

TRANSMISSION MECHANISM FOR AUTOMOBILES.

APPLICATION FILED YEB.17, 1909.

Patented July 9,1912.

4 SHEETS-SHEET 1.

, Ewe/1M7": U 54ml 7'1 @u 1% MM (LELD E. M. HEYLMAN.

TRANSMISSION MECHANISM FOR AUTOMOBILES.

APPLICATION FILED FEB.17,1909.

LQ$Q QG3 Patented July 9, 1912 4 SHEETS-SHEET 2.

E. M. HEYLMAN.

TRANSMISSION MECHANISM FOR AUTOMOBILES APPLICATION FILED 1113.17, 1000.

LQ3Q QQ3, Patented July 9, 1912.

4 SHEETSSHEET 8.

in V

E. M. HEYLMAN.

TRANSMISSION MECHANISM FOR AUTOMOBILES.

APPLICATION FILED 1113.17, 1909. 1 32,003, Patented July 9, 1912 4 SHEETSSHEET 4.

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ripe licorice filed 1:.

To aZZ whom et mo concern Be it known that i, EDWAR!) M. He ne MAN, e citizen of the United States, and e resident of iinesvillc, county or Rom, State of llisonsin, have invented certain. new and useful improvements in Transmission Mechanism for iiutoinobiles, of which the following is e. s ieciii.cotion.

The invention s provide an inn proved in ie ti oniil cSlOll mechanism by which the power "eveioperi by the engine or motor of on. automobile can be more oi- ;Fectively applied to the Wheel axle ti'iereoi than with f ictional trensniis ion mechanisms heret tore employed end in. which the Wear upon the friction. surfaces is moterially reduced.

The invention also seeks to provide a simple and effective form of frictional transmission mechoniiin comprising a. set of bevelcd or conical friciionwvheels arranged to vary the speed of the automobile and drive it rcarwcinlly as Well as in the forward direction, the parts of the transmission mechanism being so arranged that it can be effectively and quickly controlled by a of levers or foot-pedals, one for each speed ahead and one or more for driving the automobile bziclnvurdiy.

Further objects of the invention are to provide a simple form of transmission connection between the driving mechanism and the wheel axle oi: the mitomohile to which the honor is m) ilied and tofirovide an iinproved starting chanism.

llith those and other objects in '\'lW, the invention cons its in the features of im- J'H'OVGlliCfii hereinafter set forth, illustrated in the accompanying drawings and more i urticulnrly pointed out" in the appended claims.

.in the drmvings Figure 1 is a. plan View of the :mtmnohilc trmne or chassis with the improved transmission mechanism applied thereto. Fig. 2 is an elevation on an enlarged scale of the rear portion of the mitoniohile iirmnc showing the transmission mechanism; Fig. 3 is a. plan View on en enlarged scale with parks shown. in section on the line 3-6 of Fig. 2; 4 is a vertical section on the line i-& of Fig. 1; Figs. 5, 6 and 7 are detail sections on the lines 5-5 (3-6 and 7.7 respectively of Fig.

The frame of the mitoinobile comprises the side-bars 10 that are connected at their forward ends by the transverse supports 11 no or motor 13. Adjsw the side-hers 10 are contney are connected by e The frame is'snpporied i the rear exle 17 which n Wheeis i8, and is simifrom the front axle 19 to s are connected.

The engine d- 21 extends iongi t-iidineily of the .ireme end is joiirneled at its forward end in suitable heerincs formed in the frame or, cosi g of the engine 13. it its rear end, it is gournslcd in a bee ing 22 fixed to the crossbar 15. transverse counter-shaft extends across the rear end of the engine drive shaft. Ziend is journaled at its ends in hearings E24; fixed to the sidebars 10' he drive shaft 21 and counter-shaft arranged lie in the plane in gilt angles to each other. Coopers ingpa rs of? beveled friction members are interposed between the drive shaft 521 and the counter or driven shaft 23 to rotate the letter at cliiierent' speeds opposite directions. The friction drive members upon the engine shaft 21 are preferably all formed iipoii e common wheel or disk which, in the form shown, is provided with three friction rings 25. ihe counicr shaft is provided with set of three beveled friction Wheels 26 which are arranged on one side of the center" of the driving friction Wheel sod ranged to engagc'respectirely with. the friction rings thereof. The counter sho'it is also provided with s. ict'ion Wlltiill'Ql which is opposed to the ii'iction Wheels 26 and is on the opposite side of the center of the driving-wheel :25 and is arranged to engage the innermost ring 25 thereof. A key 28 connects the friction wheels 26211181 27 to the transverse counter shot't 23, so that the hitter rotates with the friction wheels, but the friction Wheels 26 and 27 can he ifted iongitudinolly to o slight extent along the shaft 23 into and out engagement with the friction rings 25 of the drive W ..i 25. By ineens of the friction Wheels 26, the shaft is driven different speeds in one direction, o means of the friction Wheel 9.7,the direction of lliOT'eYllOilil the counter shaft 23 may be reversed.

A heveied gem "ee Big. 3) is fixed to one end of tie trensve Se counter shaft 23 and the'gear 32upon the rear end of the transmission-shaft 31. A split gear casing 35 surrounds the intermeshing beveled gears 29 and 30. These gear casings are provided wit-h bearings for the transmission shaft which are preferably in the form of'ballraces 36 wherein are arranged rows of balls 37 that are adapted to engage cones formed upon the back faces of the beveled gears and 32. The gear casing 34 is fixed upon the tubular casing 38 surrounding the rear axle but the gear casing is swiveled upon the counter shaft 23, so that the rear axle is free to rise and fall relatively to the frame without interfering with the transmission of power thereto from the counter shaft 23. One end of the gear casing 35 engages a re-- duced extension 39 upon the inner end of necessity the adjacent bearing 24 for the counter shaft 23, This extension is provided on its inner end-with a flange 40 which holds the gear casing against lateral movement upon the 1 v shaft 23. The transmission shaft is surrounded by a casing sleeve 41 which is fixed to the casing 34, but which is free to swivel within the gear casing 35, to permit a rock ing movement of -the rear axle, as when one of the wheels thereon goes over an obstruction or into a depression. v

The outer end of each of the bearings 24 for the counter shaft 23 is provided with a reduced extension 42 upon which is swiveled a coupling member 43. A similar coupling member 44 is fixed to the saddle blocks 44 upon each'end of the tubular casing 38 and brace rods 45 are screw threaded at each end into extensions on the coupling members 43 and 44. I These brace rods hold the rear axle at all times at the same distance from the counter shaft 23 so that, while the rear axle is free to move, power will, at all times, be properly transmitted thereto through the medium of the shaft 31 without jamming or binding the transmission gearing. It should be noted that the construction obviates the of using a universal coupling or knuckle. -Caps 46 threaded upon reduced,

- outer end portibns of the bearings 24, hold thecoupling members 43 in place and prevent-the entrance of dirt into the bearings.

The friction disk and'balance wheel 25 is provided on its rear face with a series of annular flanges 47 against which the beveled,

friction rings 25 abut. These friction rings are formed of paper, fiber, leather, or like suitable friction material, and are removably held in place so that they may be renewed. Any suitable means may be employed for removably holding these rings in position. In the construction shown, the two outer rings are held in place by screws 48, while the inner ring is held in position by the nut 49 and washer 50 which hold the wheel 25 on the shaft 21. The beveled friction wheels 26 and 27 on the counter shaft 23 are formed of aluminum or other metal adapted to make good friction contact with the friction rings 25. By forming these wheels of light metal, such as aluminum, the momentum of the moving parts, which must be'arirested in stopping the machine, is quite smal The beveled wheels 26 and 27 are thrown into and out of engagement with the friction ring 25 by a set of shifter arms. Each of these shifter arms comprises upper and lower bars 51, the rear ends of wlich extend above and below the crossmember 14 and are provided Witlitconical recesses for, Bolts engaging cone bearings, 52 thereon. 53 extend through the ends of the arms 51' and through sleeves 54 formed on the cross member 14 and secure the shifter arms 51 thereto. The front ends of the arms 51 are connected by pivot bolts 55 to rings 56 mounted upon the hubs 57 of the friction wheels 26 and 27. The rings 56 are held in place upon reduced portions of the hubs 57 by collars 58 threaded on the ends of the hubs and seated within recesses in the rings, as shown in detail in Fig. 3. A yoke 59 is pivotally connected to each pair of shifter arms 51. These yokes, as shown in Figs. 5 and 6, are preferably provided with conical bearings 60 engaging similarly shaped openings in the arms 51 and areconnected to the arms by bolts 61. A set of rods 62 connect the yokes 59 with arms 63 upon the lower ends of a series of vertical rock-shafts 64. These rock-shafts are journaled in a suitable bracket65 secured to one of the sidebars 10 of the machine and. are provided at their upper ends with arms 66.

The arms 66 and 63, which are connected tothe three beveled wheels 26 that drive the machine in forward direction at different speeds, are arranged in line, or one above the other. The arms 63 and 66 which are connected to the reversing beveled wheel 27,

extend in opposite directions from the short rock-shaft 64, as shown in Fig. 3. The arms 66 are connected by a set of forwardly extending rods 67 to three foot-levers 68 pivotally mounted upon a shaft 69 at the forward portion and at one, side of the machine frame. The arm 66' is connected by a similar rod 67 to one armof a bell-crank foot-lever 70 that is pivotally mounted upon av shaft 71. The arms on the short, vertical rock-shafts 64 and the rods 62 form toggle levers for operating the shifter hubs 57, of

by e baH-beerin and-{dike sheit mmfaees of 9 1e Tings 25", L common center at the es f drive shaf 21 so that there vii be me m 3W0- (re-meeting n w heels such as ere mnpieyei in WhiCE'i a. cylinl; h ve tee mnehine speeds em? rev erse ifis 1s "eeeuuar erdrive men-- .eby effected, and. since .e friction faces is meteri I ereever, by means 43:?

'"ters, any one efthe 5 v 0i mietien members may A thrown imze eperatien a The neeessity sf emp]. 'ing :1 clutch L) deviated 1 d ihe entire tEfLRSIETH s1 z'neehems nely slmple and The hea serves e fiyv HIOIHEEEUUH Of ti'i aiGil disk 0 Wheel v ,101' the engme, wmie l ght fnetwn wheels E30 and 2= is email, and a 1% meving pars can esasiiy and quiekiy zuzested in step.

the machine. 'lhe weft 39 whereon he foot-levers 68 are Invented emnzfed t its ends in; suit- 3e bearings '79 313C 80 fixed to the under e 01? the adjacent; side-bar 1G and to a imrt, supperting be]: 81' exteqding between [he mess eupperts 1:2 and; 15. The shaft 71 Whifih eateries the feet-lever C 0 jOlllHiilEd as its in a racket 82 extending upwercify 81 and in a bearing 83 fixieil. 3a the u pper e 'e of the adjacent sidebar 'A simteting ever 8% is fixed to the 0ue= end the shaft 69. The "foot-levers 68 ere'leos-e on this shaft-wad its inner end iskcennected to a starting 'rzmk 8:" in any suitabie man in the form. shown, the 1 shaft is connected to the starting (tunic threugh flee medium 0f two beveled segments 86 enci 87, one ef which is fixed to the new end 0" he -eftand "the ether ef 9011 the sim'ting crank. The

rem.

v jem'neled upon the beww This pawi is mounted upon 'are automatically engine drive shaft. A spring 94 extending between the tail of the holding dog or pawl 92 and a stop 94 on the engine frame tends to press the'holding dog into engagement with the ratchet 91. In the normal position of the starting mechanism, the crank rests against a stop on the engine casing and in this position the pivoted end of the dog 90 engages the end of the retaining dog 92 and holds it out of engagement with the ratchet wheel 91. In this position also, the driving dog 90 is held out of engagement with the ratchet wheel by a fixed cam lug 96 on the bearing 88 which engages a pin 97 fixed to the driving dog 90 and extending through a slot in the starting crank 85.

The initial shift of the starting mechanism effected by means of the lever 84, will move the )in 97 on the driving dog 90 away from the fixed cam project-ion 96 so that the driving dog or pawl will be thrown into engagement. with the ratchet Wheel 91 by its spring 98. At the same time, the crank arm is moved away from the holding dog or pawl 92 which is mountedon a fixed pivot, so that its spring throws it into engagement with the ratchet wheel. The treadle movement of the starting crank 85 effected by the lever S t, will move the engine shaft through a portion of a revolution to start the engine. Inasmuch as the holding dog 92 positively locks the engine shaft against reverse movement while the starting mechanism is in operation, it forms an effective safety device and prevents the engine from imparting a forcible back thrust upon the starting mechanism which might injure the operator.

As soon as the engine is started, the starting lever 8-1 is returned to its normal position with the starting crank in engagement with the stop 05. In'this position as stated, the driving dog or pawl 90 is held out of engagement with the ratchet wheel by the (ram lug 96 and the holding dog 92 is also held out of engagement with the ratchet wheel. Both dogs are thus automatically thrown into operation when the starting lever is shifted from normal and remain in engagement with the ratchet wheel as long as the starting mechanism is operated but disengaged therefrom when the starting lever and mechanism con; nected thereto are restored to normal position. If desired, a spring could be provided for returnin the starting mechanism to normal position and for holding it in such position. The controlling foot-levers and the starting lever are all within easy reach of the operator while in his seat on the machine, and can be readily and conveniently controlled therefrom.-

It is obvious that numerous changes nay be made in the details set forth without eparture from the essentials of the invention.-

I claim as my invention 1. In driving mechanism for automobiles, the combination with the frame, and driving and driven shafts mounted. thereon at to and longitudinally shiftable on the other of said shafts, and a set of toggles for throwing said shiftable beveled wheels into and out of engagement with the friction members of said multiple faced wheel, substantially as described.

2. In driving mechanism for automobiles, the combination with the frame, and driving and driven shafts mounted thereon at right angles to each other, of cooperating pairs of conical, friction drive-members eomprising a friction wheel having a series of beveled faces, fixed to said drive shaft, and a series of beveled wheels keyed to and longitudinally shiftable on said driven shaft, said shiftable beveled wheels being normally spring-held out of engagement with the friction members of said multiple-faced gear, a set of toggles for throwing said shiftable beveled wheels into operation, and a set of shift levers operatively connected to said toggles, substantially asdescribed.

3. In driving mechanism for automobiles, the combination with the frame and longitudinally extending motor shaft, of a transverse counter shaft extending across the end of said motor shaft, a friction wheel mounted upon the rear end of and having a number of beveled friction rings on its rear face, a series ofbeveled friction wheels keyed to and longitudinally shiftable upon said counter shaft into and out of engagement with said friction rings, a series of shifter arms connected to said friction wheels, :1 set of controlling levers, links connecting said controlling levers and said shifter arms for throwing said friction wheels to operative positiom-and; a set of springs connected to said links for throwing said friction wheels out of operation, substantially as described.

4-. In driving mechanism for automobiles, the combination with the frame and longitudinatly extending motor shaft, of a trans verse counter shaft extending across the end of said motor shaft, a friction wheel mounted upon the rear end of the motor shaft and having a number of beveled friet-ion rings on its rear face, a series of beveled friction wheels keyed to andlongitudinally shiftable upon said counter shaft into and out of engagement with said friction "rings, a set of toggles interposed between the frame and said shiftable friction wheels, controlling levers connected to said toggles for moving the same toward dead center the motor shaft d position to throw said Wheels into operation, and a set of springs connected to said toggles for normally holding said friction Wheels in inoperative position, substantially as described.

.ln driving mechanism for automobiles, the combination with the frame and l0ngi-' tudinaily extending motor shaft, of a transverse counter shaft extending across the end of said motor shaft,'a friction Wheel mounted upon the rear end of the motor shaft and having a number of beveled friction rings on its rear face, a series of beveled friction wheels keyed to and longitudinally shiftable upon said counter shaft into and out of engagement with said friction rings, a series of pivoted shifter arms, rings connected to said arms and to the hubs of said shiftable friction wheels, toggle links interposed between the frame and said shifter arms, a set of controlling levers and links connecting said controlling levers to said toggles, substantially as described.

6. In driving mechanism for automobiles, the combination with the frame and longitudinally extending motor shaft, of a transverse counter shaft extending across the end of said motor shaft, a friction Wheel mounted upon the rear end of the motor shaft and having a number of beveled friction rings on its rear face, a series of beveled friction Wheels keyed to and longitudinally shiftable upon said counter shaft into and out of engagement with said friction rings, a series of shifter arms connected to said shiftablc friction wheels, a set of controlling levers, adjustable link connections between said controlling levers and aid shifter arms, and springs connected to counter shaft,

said links for holding said friction wheels in inoperative position, substantially as described.

7. In driving mechanism for automobiles, the combination with the frame and longitudinally extending motor shaft, of a transverse counter shaft extending across the end of said motor shaft, a friction \vheel mounted upon the rear end of the motor shaft and having a number of beveled friction rings on its rear face, a series of beveled friction wheels keyed to and loi'igitudii'ially shiftable upon said counter shaft into and out of engagement with said friction rings, a series of pivoted shifter arms connected to said friction wheels, adjustable toggle links interposed between the frame of the machine and said shifter arms, a setof controlling levers and links connecting said controlling levers to said toggles, substantially as described.

8. In driving mechanism f0 automobiles, the combination with the frame, driving axle and longitudinally extending motor shaft, of a counter shaft extending across the rear end of said motor shaft, speed varying and reversing, beveled friction wheels connecting said motor shaft and said counter shaft, a longitudinal transmission shaft, beveled gears connecting said transmission shaft to said axle and to said and a support whcreon said transmission shaft is journaled, pivotally mounted on said axle and on said counter shaft, substantially as described.

EDlVARD M. HEYLMAN. ".Witnesses:

Frances L. SCHLEGEL, Gnoncn H. Dnmnvronn. 

